Wheel mounting



Nov 1937.

G. E. EDMUNDS ET AL WHEEL MOUNTING Filed Nov. 4, 1935 '2 SheetsSheet 1 2sheets-sheet 2 v/l/llllllll llll G/QMEZW G. E.'EDMU NDS ET AL WHEELMOUNTING Filed Nbv. 4, 1955 Y Pc y C. Pur/f/I/ ww T All:

Nov 2,- 1937.

Patented Nov. 2, 1937 WHEEL MOUNTING Glenn E. Edmunds and Roy 0.Purkhiser, Columbus, Ohio, assignors to The Bouncy-Floyd Company,Columbus, Ohio, a corporation of Ohio Application November 4, 1935,Serial No. 48,232

2 Claims, (01. 105-364) The present invention relates to mounting meansfor the wheels of stub axle vehicles such as 'mine cars, locomotives,and the like. A principal purpose of the invention is to. providemounting means which may be economically produced and readily assembledwith a car to provide a rigid and serviceable construction.

For the purpose of illustration, we have shown the invention in theaccompanying drawings embodied in mine cars of varied body construction.

Figure l is a section substantially on line l-l of Figure 2, showing thenew mounting means in plan as applied to a car body of the type shown,for example, in U. S. Patent No. 1,974,018, granted September 18, 1934,.to Glenn E. Edmunds;

Figure 2 is a section substantially on line 2--2 of Figure 1, the viewincluding the directly associated parts of the car body structure;

Figure 3 is a section substantially on line 33 of Figure 1;

Figure 4 is a section substantially on line 4-4 of Figure 1;

Figure 5 is a transverse section taken on one side of a car of modifiedstructure, the wheelmounting means appearing in elevation;

.Figure 6 is a view similar to that of Figure 5 of a further modifiedform of car;

Figure 7 is a view similar to that of Figure 5 of a still furthermodified form of car, and

Figure 8 shows a still further form of car in a section' taken as thatof Figure 5.

Referring to the drawings, reference numeral l0 designates a mainlongitudinal sill in the form of a Z-bar with a top, outwardly directedhorizontalv flange and a lower, inwardly directed flange. A side ladingbottom or flare plate II is secured on top of the upper flange of themain sill and projects outwardly, an angle bar.

i2 constituting a side or auxiliary sill having a bottom flange on topof the outer marginal portion of the flare plate and secured thereto. Aside plate i3 is shown as secured to the outer side of the vertical legof auxiliary sill I2, which thus serves as a connector between the flareand side plates. A central lading bottom It is secured to the bottomflange of the main sill and it will be understood that the describedmain and auxiliary sills and flare and side plates are the auxiliarysill.

A stifiener member l6 extends from the outer face of the main sillbeneath and to the outer face of the auxiliary sill. The stifienermember comprises a horizontal flange I! which underlies the flooringmargin at one end of the wheel opening and is riveted thereto. -As shownin Figure 2, the inner end of flange H is bent under the top flange ofthe main sill for riveting thereto, the top surfaces of these flangesbeing otherwise in the same horizontal plane. A similar stiffener I8 hasa similar-horizontal flange l9 underlying and secured to the oppositeflooring margin. At the outer extremity of the wheel opening i5, theflange portions are approached and then are continued, in parallelrelation again, outwardly, the outer portions directly underlying theflooring portion which lies outwardly of .the wheel opening. The flangesI1 and i9 of i the stiffener members are riveted at intervals to aflange 22 which lies against the outer face of the main sill and isriveted thereto. Also, the vertical flange 20 is connected at its otherside with the main sill by means of a clip angle 23. Flanges l9 and 2|are secured to the main sill through a similar flange 24 and clip angle25.

The stiffeners l6 and I 8 being in the form of angles, and being rigidlysecured to the main and auxiliary sills and the side flooring, providean extremely rigid structure so that drooping of the side flooring underload is prevented, the stiffeners constituting in effect knee braces.The stifieners may be made by forming structural angles to suitablecontour or they may be -con stituted by castings, preferably steel, andthey may be of various sizes to satisfy various conditions. I

A bearing 26 comprises an inverted U-shaped saddle formed on one side ofa vertical flange 21 of a bracket or pedestal 2B which has a horizontaltop flange including a portion 29 overlying the bearing and anoppositely projecting portion 30. These flanges are connected at theirextremities by vertical flanges 3| and 32 which lie against the opposedfaces of the approached outer portions of flanges 20 and 2! of thestiffener members to be securely riveted thereto. Bracket 28 ispreferably formed as an inte ral casting, a compres-.

sior'r web 33 being formed between its top and the overlying flangeportion 29 and gussets 34 and 35 joining its leg portions with the loweredge of flange 21. The leg portions designated at 35 and 31 arecontinued below the lower edge of flange 21 and are pierced to receive aretaining pin 38.

Bracket 28 is positioned beneath the side flooring with the bearing 26faced toward the main sill andwith the edge .of flange portion 25substantially' 'flush with the 'outer edge of the wheel opening. Theflange 38, as indicated in Figure 1, may be localized at the centralportion of the bracket. The end flanges 3i and 32 of bracket 28 haveconsiderable width and a depth preferably the same as that of thestiffener flanges 20 and 2| to which they are secured...Stiffener'flanges 20 and 2! are preferably of uniform depth from themain sill to bracket 28. Outwardly of bracket 28 they may be upwardlytapered to their extremities, as indicated in Figure 2.

Opposite bearing 26 a bearing 39 in the form of an inverted U-shapedsaddle, preferably integral with a bracket or pedestal 40, is secured tothe main sill in the manner clearly shown in Figures 2 and 4. Thebracket 48 has a vertical web securely riveted against the outer face ofthe main sill and a top horizontal flange which overlies the saddle anddirectly underlies the top flange of the main sill. This bracket also ispreferably formed as an integral steel casting with a compression webbetween the top of the bearin and the horizontal flange of the bracket.The lower extremities of the depending legs of the saddle are pierced to.receive a retaining pin 4|.

The opposed bearings receive the opposite ends of a. stub axle 42 onwhich is mounted, preferably with the usual anti-friction provisions, 2.flanged wheel 43. The wheeled stub axle is inserted upwardly to positionand retained by means of the pins 38 and 4|. The outer end of bearing 26is closed by the vertical flange 21 which has-a downward extension 21'in order to cover the end of the axle entirely and to provide a thrustsurface. Outward displacement of the axle is thus prevented. Bearing 39is transversely open and inward di'splacementof the axle is prevented bythe adjacent surface of the main sill.

To complete the assembly, there is provided a wheel hood 44 whichhas aninner horizontal flange 45 overlying and secured to the top flange ofthe main sill and an outer flange 46 riveted through the flooring to thehorizontal flange 30 of bracket 28. The wheel hood preferably has endflanges riveted through the flooring to the underlying portions offlanges IT and I9 ofthe stififeners, thus giving additional rigidity tothe wheel mounting structure. I I The vertical flanges of the stiffenersgive the latter great load carrying strength and provide expandedattachment surfaces for the end flanges 3| and 32 of bracket 28.Consequently, the bracket with its bearing 26 is very rigidly positionedand the same of course applies to bracket 40 which is secured to themain sill. Due to the proximity to each other of the outer portions ofthe stiffeners, bracket 28 is relatively short and,

hence, all the more rigid.

It will be understood that the described structure is duplicated at thefour wheel openings and that while the wheel mountings have beendescribed as built up of parts, these parts, particularly l6, l8 and 28,might be formed as an integral casting.

In Figures 5 to 8. we have shown, the wheel mounting appurtenances asapplied to bodies of different construction. Referring to Figure 5, a

body is shown as having a central depressed bers to the flare platearound the wheel opening,

the transverse members extending beneath the side wall. The side wallserves in effect as a plate side sill and the riser 5| as an inner sillso that the body is of extremely simple construction. The wheel hood 54has peripheral flanges riveted through the side flooring to thetransverse stifleners, outer bearing, and, desirably, to the top flangeof the inner bearing. a In Figure 6, the central flooring 5 has upturnedlateral flanges as at 56, the flange 56 being riveted to a down-turnedflange of the flare plate 51, the other edge of the flare plate beingturned up to provide a side wall 58. An auxiliary sill 59 in the form ofan angle preferably extending from end to end of the car but at leastbetween the wheel mounting frames at the same side of the car is rivetedin the angle between the flare plate and side wall and to the outer'endsof the transverse stifleners. These, their appurtenances, and the wheelhood are applied as before. The riser being of double thickness ascompared to that of Figure 5 is of course that much stronger. In Figure'7 as in Figures 1 to 4, the riser is constituted by a. Z-bar sill, thisbeing designated at 50, Figure 7. The flare plate SI and side wall 62are bent from a single sheet of materiaL'the inner margin of the flareplate being riveted to the top of the outwardly turned flange of themain sill. In Figure 7, as contrasted to Figures 1 to 4, the transversestifleners have top surfaces in a single plane throughout and flllerstrips as at 63, of the same thickness as the top flange of the mainsill, are interposed between the stiffeners and the flare plate. Theouter ends of the stifl'eners may be connected by a fiat longitudinallyextending bar 64 which serves as an auxiliary sill and may extendthroughout the length of the car or merely between the two sets of wheelmountings at the same side of the car.

In Figure 8, the body is made up as in Figure 6 except that theauxiliary sill 55 is external instead of internal. In order toaccommodate the bottom flange of the auxiliary sill, the transversestiifeners or frame members have downwardly offset terminal portions asat '66 so that these members will have flat bearing throughout.

From the above, it will be seen that the new wheel mounting is adaptablein use to various car body constructions. Also, the wheel mounting meansmay themselves be varied in detail without departure from the inventionas hereinafter claimed.

We claim:-

1. In a car comprising a main sill and. an auxiliary sill spacedoutwardly of the main sill, said auxiliary sill having a vertical flangeand a horizontal flange, and side flooring extending between said sillsand secured to the top portion of the main sill and to the horizontalflange of the auxiliary sill, said flooring having a wheel opening, thecombination of wheel mounting means comprising a pair of transversestiffener members of which one is at each end of said opening, each ofsaid stiifener members comprising a horizontal flange and a dependingvertical flange of which the former laps the flooring and is securedthereto for the support thereof, the outer portions of said membersbeing mutually approached, a bearing between the outer portions of saidmembers and rigidly secured thereto, a second bearing secured to themain sill opposite the first bearing, and a wheeled stub axle journaledin said bearings.

2. In a car comprising a main sill and an auxiliary sill spacedoutwardly of the main sill, said auxiliary sill having a vertical flangeand a horizontal flange, and side flooring extending between said sillsand secured to the top portion of the main sill and to the horizontalflange of the auxiliary sill, said flooring having -a wheel opening, thecombination of wheel mounting means comprising a pair of transversestiffener members of which one is at each end of said opening, each ofsaid stiifener members comprising a horizontal flange and 9. dependingvertical flange of which the former laps the flooring and is securedthereto for the support thereof, the ends of said members being rigidlysecured to said sills, a bracket extending between the vertical flangesof said members and rigidly joined thereto, said bracket comprising ahorizontal flange and a depending vertical flange and carrying a bearingon that side of its vertical flange toward the main sill, a secondbearing secured to the main sill opposite the first bearing, and awheeled stub axle journaled in said bearings, the vertical flange ofsaid bracket forming a thrust surface for the outer end of said axle.

GLENN E. EDMUNDS. ROY C. PURKHISER.

